Safety seat for a marine craft or other vehicle

ABSTRACT

A safety seat assembly including a seat or like occupant support structured to maintain an occupant, such as a child or infant, in a predetermined, substantially upright orientation relative to the vehicle during travel thereof. A stabilization assembly includes an orientation portion moveable with the vehicle relative to the occupant support throughout a substantially universal range of orientations so as to compensate for any movement of the vehicle including lateral sway, turning, acceleration, de-acceleration, etc, which would tend to displace the occupant and occupant support from the preferred orientation. In one embodiment, the occupant support includes a floatation assembly as well as a ballast structure, wherein the occupant support is removably mounted on a water craft and is structured to maintain an occupant in an above surface, floating orientation in the water in the event of an emergency.

CLAIM OF PRIORITY

The present application is a Continuation-In-Part application of UnitedStates Patent Application having Ser. No. 10/389,698, filed on Mar. 14,2003 incorporated herein by reference, which matured into U.S. Pat. No.6,863,017 on Mar. 8, 2005.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a safety seat assembly including anoccupant support structure particularly, but not exclusively, intendedfor use in maintaining a child on a marine craft or other type ofvehicle. An included stabilization assembly is structured to overcomeforces to which the occupant support is exposed, while maintaining theoccupant in a preferred, substantially upright orientation regardless ofthe extreme movements of the vehicle during its travel. A floatationassembly may also be included to maintain the occupant in an abovesurface, floating position when placed in the water during an emergencysituation.

2. Description of the Related Art

The use of child safety seats is universally recognized as an importantand even necessary accessory for protecting children and infantstraveling in motor vehicles. Moreover, use of some type of supportingseat assembly for children is mandated by either state or localregulations. As such, relatively sophisticated structural advancementshave been made in the design and operative features of child safetyseats in an effort to better protect a child occupant against trauma inemergency situations. In addition, such advancements are also directedto the use of lightweight, high strength materials which not only serveto protect an infant but facilitate the installation and removal of thesafety seat from an intended location within a motor vehicle.

In spite of the various improvements found in modern day, commerciallyavailable child safety seats, the basic function thereof is to at leastpartially enclose and thereby protect the occupant against forcibletrauma. In addition a common goal of such devices is to retain the childwithin the vehicle, typically through the use of various types ofrestraining harness and like devices. However, even in light of thewidespread use and availability of child safety seats, they are notnormally designed and structured to maintain the child in apredetermined orientation during unusual or extreme movements of thevehicle during travel, except of course when the vehicle is involved ina collision. By way of example, when an automobile or like motor vehicleis involved in a sharp turn at relatively high speeds, the safety seatand child occupant is subjected to relatively strong lateral forceswhich tend to displace the occupant from an intended comfortable andprotected position. Similar forces are exerted on the seat structure andchild occupant during deceleration as well as unusual acceleration ofthe vehicle. During such relatively extreme movements of the vehicle,conventional safety seats do not normally adapt to the tendency of theseat and occupant to be displaced from a preferred, normally intendedorientation.

Another category of vehicles for which known or conventional childsafety seats are generally considered to be unsatisfactory is marinecraft. More specifically, it is of course known to include variousfloatation devices on pleasure boats as well as other water craft. Assuch, floatation devices are available which are specifically designedfor infants and small children. However, there is a general lack ofproduct development in the area of child safety seats or occupantsupporting structures specifically intended to protect a child on amarine craft, which are also capable of maintaining an occupant in anabove surface, floating position in an emergency situation.

It is acknowledged that safety seats or like supporting structuresincorporating some type of floatation assembly are known. However, suchdevices typically lack sufficient structural versatility to include theoperative features of absorbing shock in emergency situations whilemaintaining the child occupant in a preferred orientation during unusualmovements of the water craft, such as during harsh weather conditions,high speed turns or other unusual maneuvers. Of course it is wellrecognized that relatively small boats encounter numerous conditionswhile traveling which exert lateral or swaying forces on the watercraft. Such forces are transferred to the occupants, requiring the useof restraint devices or necessitating that the occupants bracethemselves. Obviously, small children and infants normally would nothave the strength or the foresight to assume a restraining position ortake other protective measures during unusual maneuvering or otherconditions which would effect the swaying, tilting, etc. of the boat.

Therefore there is a need in the area of child safety for a seat orother occupant support structure capable of protecting an occupant,regardless of age, against forcible trauma, while simultaneouslymaintaining the occupant in a preferred, substantially upright positionnormally assumed by an occupant when traveling in a vehicle. In additionsuch a device should be adaptable for use on a marine craft so as toprotect a child occupant against drowning during emergency conditions.

SUMMARY OF THE INVENTION

The present invention is directed to a safety seat assembly comprising,in at least one preferred embodiment, structure which makes the seatassembly readily adaptable for use on a marine craft. As will beapparent hereinafter, the safety seat assembly of the present inventionis primarily, but not exclusively, intended for use by infants andchildren. However, the present invention could be readily adapted, withlittle or no structural modification, for use in safely supporting andretaining occupants of a water craft, regardless of the age and/orstature thereof. As will also be apparent from the description of one ormore preferred embodiments of the present invention, as hereinafterdescribed, the term “seat” is used synonymously with other types ofoccupant support structures or retaining assemblies used to properlyposition and orient an occupant on a water craft or other type motorvehicle. Moreover, it is to be understood that the occupant supportstructure may be configured to maintain the occupant in a sittingposition, or partially or fully inclined position.

While the safety seat assembly of the present invention comprises atleast one preferred embodiment specifically structured to be used onmarine craft, other preferred embodiments of the safety seat assembly ofthe present invention can be readily adapted for use on other vehiclesincluding, but not limited to, airplanes, buses, recreational vehicles,vans, etc. Therefore, whether the seat assembly is used on a marinecraft or other vehicle, included structural and operative featuresthereof provide sufficient versatility which enables the occupant to beprotected against forcible trauma or ejection from the vehicle. Inaddition, the safety seat assembly of the present invention concurrentlymaintains the occupant and the occupant support structure in apreferred, predetermined orientation relative to the vehicle duringnormal and/or relatively unusual movement of the vehicle as it travels.

More specifically, it is universally recognized that water craft, aswell as a variety of other types of vehicles, frequently performrelatively unusual or extreme maneuvering during the travel thereof.Such unusual movements may include sharp turns, deceleration,acceleration, etc. Also movement of the vehicle during its travel may becaused by unusual weather conditions particularly when the seat assemblyof the present invention is mounted on a boat. In any of the above notedsituations such unusual or extreme movement results in forces beingexerted on the seat assembly or occupant support in which the occupantis disposed. Such forces, while not being sufficient to expel theoccupant from the seat assembly, would frequently cause the swaying ortilting of the seat assembly and/or the occupant out of what may bereferred to as a preferred and “predetermined orientation”. Suchpredetermined orientation is considered to be a normal, substantiallyupright positioning of the occupant, as well as the seat or occupantsupport structure, when the vehicle is traveling in a normal fashionabsent the extreme or unusual maneuvering thereof.

For purposes of clarity the term “upright”, when defining or describingthe aforementioned “predetermined orientation” of the seat assembly andoccupant, is intended to describe a general attitude or orientation ofthe occupant and the seat assembly relative to the vehicle. Accordingly,the term “upright” is not necessarily intended to define or describe asitting or vertically upright positioning of the occupant. To thecontrary, the occupant as well as the seat assembly or occupant supportstructure in which the occupant is disposed may assume the“predetermined orientation” or “upright position” while being partiallyor fully inclined, such as when the occupant is an infant. Further, thepredetermined orientation or upright positioning of the occupant and theseat assembly is to be distinguished from a laterally inclined orforward or backward tilting of the seat assembly and/or occupant whichwould normally occur without the use of the safety seat assembly of thepresent invention, such as when a water craft or vehicle is subjected toextreme maneuvering or harsh weather conditions as described in detailabove.

Therefore, the safety seat of the present invention is structured toprotect an occupant, particularly an infant or child, during emergencysituations such as when the vehicle is involved in an accident. Howeverthe seat assembly of the present invention is also structured torestrict movement of the seat assembly and/or occupant support out ofthe aforementioned “predetermined orientation” during movement of thevehicle when traveling.

Accordingly, the safety seat assembly of the present invention comprisesa platform secured to an appropriate location on the vehicle. Astabilization assembly is interconnected between the platform and theseat assembly and/or occupant support structure. In at least onepreferred embodiment of the safety seat assembly of the presentinvention, specifically intended use on marine craft, the seat assemblyis securely interconnected to the platform and accordingly to thevehicle. However interconnection between the stabilization assembly andthe platform is such as to facilitate a quick and easy removal of theseat assembly from the platform and the vehicle, which may be necessaryduring emergency situations. By way of example, if it is determined thatthe marine craft is no longer capable of supporting the occupantsthereon, the quick and easy removal of the seat assembly from theplatform and into the water may be necessary. Also, under such emergencyconditions the seat assembly and/or occupant support structure may alsoincorporate a floatation assembly as well as a ballast structure whichmaintains the seat assembly and the occupant in an above surface,floating position when placed in the water. As will be more fullydescribed hereinafter, the ballast structure and the floatation deviceare relatively disposed and structured to properly orient the seatassembly such that the occupant therein is positioned above the surfaceof the water at all times.

In accomplishing its intended function, the stabilization assemblycomprises at least an orientation portion preferably including astabilizing rod and a suspension assembly. The suspension assembly, inat least one preferred embodiment, may include a biasing structurecomprising a plurality of biasing segments disposed in surroundingrelation to the stabilizing rod and interconnected thereto by anappropriately positioned and structured connecting link. The functionand cooperative structuring of this stabilizing assembly serves tonormally bias or position the stabilizing rod in a neutral orientationwhen unusual external forces, during movement and travel of the vehicle,are not applied to the seat assembly or occupant.

However, when the seat assembly is subjected to unusual or extremeforces, the stabilizing rod and the associated suspension assemblypermit movement and or displacement of the stabilizing rod out of theneutral orientation and into any one of a plurality of orientationswhich may be collectively described as a universal range of orientationsrelative to the position of a remainder of the stabilizing assembly. Inorder to accomplish relative movement and positioning of the stabilizingrod, it is interconnected by a moveable coupling structure to theremainder of the stabilizing assembly thereby further facilitatingmovement of the stabilizing rod into anyone of the afore mentionedplurality of orientations. It is further emphasized that movement of thestabilizing rod through the universal range of orientations is caused bythe aforementioned unusual movement or maneuvering of the vehicle as thevehicle is traveling. Accordingly the stabilizing rod, is interconnectedto the platform by means of a connecting shaft or like structure and istherefore moveable with the vehicle, during travel of the vehicle,relative to a remainder of the stabilization assembly as well as theseat assembly or occupant support structure.

For purposes of clarity it may be beneficial to distinguish between theterms “travel” and “movement” when referring to the operationalcondition of the vehicle. Naturally, the entire safety seat assembly,including the stabilization assembly, will accompany the vehicle duringits “travel”. However, when the vehicle encounters unusual movement orextreme maneuvering, as described in detail herein, the stabilizing rodmoves with the vehicle and relative to a remainder of the stabilizationassembly and occupant support structure. The occupant support structureis thereby maintained in and/or restricted from being disposed out ofthe preferred, “predetermined position” as also described in detailherein.

To further protect an occupant disposed in the seat assembly, thestabilization assembly may also include a shock absorber portion towhich the seat assembly is more directly connected. The shock absorberportion will be more fully described hereinafter as including a chamberin which a biasing assembly is disposed along with a shock absorbingfluid, such as oil, gas or other appropriate fluid. Therefore, thebiasing assembly, as well as the shock-absorbing fluid, are disposed incooperative relation to the other components of the shock absorberportion in order to dissipate any forces to which the seat assembly issubjected particularly, but not exclusively, in a vertical direction.

Other structural features of the safety seat assembly of the presentinvention comprise a signaling assembly which in various embodimentsinclude structural and operative components which facilitate locatingthe seat assembly or occupant support and occupant, in the event of anemergency situation. More specifically, in emergency situationsinvolving a marine craft, the seat assembly or occupant support ismanually or automatically disposed overboard in a preferred floatingorientation. In such situations it is of course important to locate andrescue the occupant in a rapid and efficient manner. Accordingly, thesignaling assembly is structured to facilitate the visual and/orelectronic location of the seat assembly.

Therefore one of the embodiments of the signaling assembly includes atleast a portion of the occupant support structure or other componentsassociated with the safety seat assembly comprising a surface treatmentwhich may include, but not be limited to, a fluorescent or other vibrantcolor. The portion of the seat assembly so colored should be disposedabove the surface of the body of water in which the seat assembly isfloating so as to be easily sighted from a marine craft or aircraftconducting a search.

In addition to or as an alternative, the occupant support structureand/or other portions of the safety seat assembly may include anelectronic transmitter and/or an illuminated beacon or strobe-lightstructure connected thereto. Such electronic signaling components may beautomatically and/or manually activated so as to begin generating lightor RF signals as quickly as possible once the seat assembly is disposedoverboard. Therefore, the chances of a timely rescue of the floatingoccupant during an emergency situation of the type set forth above willbe greatly increased.

Therefore, it should be apparent that the safety seat assembly of thepresent invention overcomes many disadvantages and problems associatedwith numerous conventional and known safety devices, particularly thetype intended to protect children or infants riding in a vehicle. Also,the structural versatility of the safety seat assembly of the presentinvention allows its use with a variety of different categories ofvehicles including marine craft and other motor vehicles as set forthabove.

These and other objects, features and advantages of the presentinvention will become clearer when the drawings as well as the detaileddescription are taken into consideration.

BRIEF DESCRIPTION OF THE DRAWINGS

For a fuller understanding of the nature of the present invention,reference should be had to the following detailed description taken inconnection with the accompanying drawings in which:

FIG. 1 is a perspective view of a safety seat assembly or occupantsupport structure of the present invention.

FIG. 2 is a rear perspective view of at least one preferred embodimentof the safety seat or occupant support structure of the presentinvention.

FIG. 3 is a perspective view of a stabilization assembly associated withthe embodiments of FIGS. 1 and 2.

FIG. 4 is an interior perspective view in cross-section showingstructural components associated with the stabilization assembly of theembodiment of FIG. 3.

FIG. 5 is a perspective view of an operative component of thestabilization assembly of the embodiment of FIG. 4.

FIG. 6 is a perspective sectional view of the embodiment of FIG. 5.

FIG. 7 is a perspective view of a structural component of the embodimentof FIG. 4.

FIG. 8 is a perspective view in section of the embodiment of FIG. 7.

FIG. 9 is a perspective view in section of another component associatedwith the embodiment of FIG. 4.

FIG. 10 is an exterior perspective view of the embodiment of FIG. 9.

FIG. 11 is a perspective view of yet another structural component of theembodiment of FIG. 4.

FIG. 12 is a perspective view of a clutch member associated with theembodiment of FIG. 4.

FIG. 13 is a perspective view in section of the embodiment of FIG. 12.

FIG. 14 is a bushing structure associated with the clutch assembly ofthe embodiment of FIGS. 12 and 13.

FIG. 15 is a perspective view of another structural component associatedwith the embodiment of FIG. 4.

FIG. 16 is interior perspective view of the embodiment of FIG. 15.

FIG. 17 is a front plan view of a stabilizing rod associated with theembodiment of FIG. 4.

FIG. 18 is a perspective view in partial cutaway of the stabilizing rodincluding a connecting link attached thereto.

FIG. 19 is a top perspective view in partially assembled form of theembodiment of FIG. 18.

FIG. 20 is a connecting shaft associated with the embodiment of FIG. 4.

FIG. 21 is an alternate embodiment of a connecting shaft associated withthe embodiment in FIG. 4.

FIG. 22 is a front plan view of a connector used to secure either orboth the embodiments of FIGS. 20 and 21 to the seat assembly of theembodiment of FIG. 2.

FIG. 23 is a perspective view of one preferred embodiment of a portionof a platform to which the embodiment of FIGS. 1 or 2 is connected.

FIG. 24 is a perspective view of a mounting plate associated with theplatform of the embodiment of FIG. 23.

FIG. 25 is an interior perspective view in section of the embodiment ofFIG. 23.

FIG. 26 is a perspective view of yet another embodiment in the form ofsupporting pedestal of a platform for mounting the embodiment of FIGS. 1or 2 on a vehicle.

FIG. 27 is an interior view in partial section of another preferredembodiment comprising a variation of a stabilization assembly and theinclusion of a seat mount assembly.

FIG. 28 is a perspective view of an operative component of theembodiment of FIG. 27.

FIG. 29 is an interior sectional view of the embodiment of 28.

FIG. 30 is a perspective view in at least partial section of anoperative component of the embodiment of FIG. 27.

FIG. 31 is a perspective view in partial section of an operativecomponent of the embodiment of FIG. 27.

Like reference numerals refer to like parts throughout the several viewsof the drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

As shown in the accompanying drawings, the present invention is directeda safety seat assembly generally indicated as 10 in FIGS. 1 and 2. Thesafety seat assembly 10 includes a seat assembly 12 which may assume avariety of different structural configurations other that a true seattype structure. More specifically, the seat assembly 12 may be in theform of a variety of different occupant support structures. There foredependent on its structural configuration, the set assembly or occupantsupport structure 12 is specifically intended to be removably secured toan occupant so as to support the occupant in either a sitting, partiallyinclined or fully inclined orientation. Also, the seat assembly 12 mayinclude some type of restraining harness or apparatus generallyindicated as 14, which also may vary in size, location, configuration,etc, dependent on the overall configuration and structure of the seatassembly or occupant support 12.

The seat assembly 12 is connected to an appropriate location on thevehicle such as, but not limited to, a water craft or other vehicle bymeans of a platform generally indicated as 16. The platform 16 mayassume a variety of different structural embodiments as depicted inFIGS. 23-26. In a preferred embodiment of the present invention, such aswhen the safety seat assembly 10 is mounted on a marine craft, it ispreferred that the platform 16 be fixedly secured to the marine craftand that the seat assembly 12 be securely connected to but easilyremoved from the platform, such as in the event of an emergencysituation.

As demonstrated in FIG. 2, the seat assembly or like occupant supportstructure 12 also includes a floatation device 18 disposed on or withina supporting frame portion of the seat assembly 12. This floatationdevice 18 is included within the seat assembly 12 when it is intended tobe mounted or used in combination with various types of marine craft.However, when the seat assembly 12 is designed to be used with othervehicles such as airplanes, land vehicles, etc, the floatation device 18may or may not be included. In addition, when the seat assembly 12 isused on a marine craft, other structural features thereof include theprovisions of a ballast structure generally indicated as 20 in FIG. 4.The floatation device 18 has a sufficient degree of buoyancy and iscooperatively disposed and structured with the ballast structure 20 toself-right or automatically dispose the occupant support structure 12 inan above the surface, floating position thereby assuring that anoccupant will not remain submerged.

Other structural features particularly, but not exclusively, adaptablefor use on the occupant support structure or seat assembly 12 associatedwith a marine craft include a signaling assembly. The signaling assemblyincludes one or more signaling structures or devices which may be usedin combination or independently of one another. More specifically andwith reference to FIGS. 1 and 2, at least one embodiment of the safetyseat assembly 10 includes an illuminated beacon 15 mounted in any one ofa plurality of appropriate locations on the occupant support structure12 which best facilitates its visual observation. As such, in anemergency event, such as when the occupant support 12 is placed in thewater and oriented so as to maintain the occupant in an above surfaceposition, the beacon 15 is structured to be automatically or manuallyactivated. When so activated, the beacon 15 produces highly visiblelight, such as by means of a strobe-light mechanism, which facilitatesvisual observation and location of the seat assembly 12 from asignificant distance.

In addition to the beacon device 15 or as an alternative thereto, thesignaling assembly may include an electronic transmitter 17 mounted onor connected to the, occupant support 12 in any one of a plurality ofappropriate positions. Further, because of the marine environment, thetransmitter 17 should be protected against exposure to the water, evenif partially or completely submerged. As with the beacon 15, thetransmitter 17 may be structured to be automatically and/or manuallyactivated and tuned to transmit appropriate signals on an emergency orother predetermined band or wavelength. As a result, electronic trackingand determination of the location of the occupant support structure 12,when floating in a body of water, can be accurately and quicklyachieved.

Yet another embodiment of the signaling assembly comprises a moresimplistic approach and includes the seat assembly or occupant supportstructure 12 having a readily observable exterior surface treatment orfinish. Moreover, the exterior surface of all or at least a portion ofthe occupant support 12 may be structured to demonstrate a fluorescentor other vibrant, easily observable color. Other surface treatments mayinclude a reflective and/or highly polished surface which is responsiveto light from the sun or other light sources. As such, marine craft,other vehicles in the general vicinity of the floating seat assembly 12would have less trouble visually locating it thereby furtherfacilitating a quick rescue of the occupant.

As generally demonstrated in FIGS. 1 and 2 and more specificallyrepresented in FIGS. 3 and 4, another structural feature of the safetyseat assembly 10 comprises the provision of a stabilizing assemblygenerally indicated as 22. The stabilizing assembly 22 includes ahousing 24 having a surrounding or enclosing sidewall 26 which mayinclude a plurality of vent openings or apertures 28. The vent apertures29 are provided to allow the escape of air from certain interiorportions of the housing 24 when the seat assembly 12 is placed in thewater in the event of an emergency situation of a water craft. Theventing of air from the interior of the housing 24 is accomplished tofurther facilitate the proper positioning of the seat assembly 12 andthe occupant therein in an above surface, floating position.

With specific reference to FIG. 4, the operative components of thestabilization assembly 22 are shown in working, cooperative relation toone another. More specifically, the stabilization assembly 22 comprisesan orientation portion generally indicated as 26 and preferably a shockabsorber portion generally indicated as 28. The orientation portion 26interconnects a remainder of the stabilization assembly 22 to theplatform 16 and accordingly to the vehicle to which the platform 16 isfixedly secured. Interconnection between the orientation portion 26 andthe platform 16 preferably occurs by means of a connecting shaft 30 or30′, shown in detail in FIGS. 20 and 21.

The shock absorber portion 28 is interconnected to the occupant supportor seat assembly 12 by a piston structure 32 also shown in detail inFIGS. 5 and 6. The piston 32 includes one or more receiving, internallythreaded sockets 34 disposed and structured to receive appropriateconnectors which serve to attach a frame portion of the seat assembly 12directly to the piston 32. The piston 32 includes a stepped end portiongenerally indicated as 36 to facilitate connection to a biasing assemblygenerally indicated in FIG. 4 as 39. The biasing assembly 39 includes atleast a first and second biasing element or spring 40 and 41respectively, cooperatively disposed and independently engaging thestepped end portion 36 of the piston 32 so as to normally dispose it ina suspended position as demonstrated in FIG. 4. However the piston 32,by virtue of its interconnection to the biasing assembly 39, is allowedto move reciprocally into and out of an interior chamber 42 of the shockabsorber portion 28, so as to absorb forces exerted on the occupantsupport structure 12.

Moreover, one preferred embodiment of the shock absorber portion 28comprises an upper end cap 44, shown in detail in FIGS. 7 and 8 and abase or bottom cap structure 46, shown in detail in FIGS. 9 and 10.Collectively, the upper cap 44 and the base cap 46 are secured togetherto form the interior chamber 42 which is substantially fluid tight so asto restrict the escape of a shock-absorbing fluid such as, but notlimited to oil or other fluid there from. Interconnection of the cap 44and base 46 is preferably accomplished by a plurality of elongated boltsor like connectors 47 passing through appropriate apertures within anupper part of the housing 24 as also pictured in FIG. 3. The fluid tightsealing of interior chamber 42 is facilitated by an annular, ring-typegasket or seal member 49 and the o-type seal ring 49′ respectivelydisposed between the junction of the upper end cap 44 and base cap 46and in sealing engagement with the exterior surface of the piston 32about the periphery of an access opening 51.

As such, the piston 32, once being connected to the frame of the seatassembly or occupant support structure 12 is allowed to movereciprocally along its own longitudinal axis into and out of theinterior chamber 42. As set forth above shock absorbing features includethe provision of the biasing assembly 39 and the presence of the shockabsorbing fluid maintained within the chamber 42. Such shock absorbingfluid may be added or removed from the chamber 42 by means of fillapertures 55 extending through an upper portion of the cap 44 as alsodemonstrated in FIG. 7. The remaining apertures 53 are disposed toreceive the connecting bolts 47 there through, as set forth above.Appropriate closure plugs or like structures 57 are provided to closethe fill apertures 55 when the shock absorber portion 28 is assembledand operative.

In at least one preferred embodiment of the present invention the piston32, being connected to the seat assembly 12 is allowed theaforementioned shock absorbing reciprocal movement. However, in order tomaintain a preferred, “predetermined orientation” of the occupantsupport structure 12 as well as the occupant, relative to the vehicle itis preferred that the piston 32 not be allowed to longitudinally rotate.Accordingly a dowel 59 may slidingly be received within an elongatedchannel 59′ of the piston 32, wherein the opposite end of the dowel 59is fixedly secured to the base cap 46 as at 59″.

In a most preferred embodiment, the stabilization assembly 22 includesthe orientation portion 26 in combination with the shock absorberportion 28 described above. As also described the orientation portion 26is moveable with the vehicle, relative to a remainder of thestabilization assembly 22 generally and the shock absorber portion 28and occupant support structure 12 specifically. Movement between theorientation portion 26 and the remainder of the stabilization assembly22, is facilitated by a disposition of a rigid material liner or insertdisposed between the shock absorber portion 28 and the orientationportion 26. The insert 48 is demonstrated in an assembled position inFIG. 4 and in detail in FIG. 11. The insert 48 is fixedly secured to abottom or exterior surface of the base cap 46 and means of a pluralityof connectors disposed within different ones of the receiving channels52.

Further, the insert 48 is formed of a material having sufficientstrength and durability to serve as a “race” on which a plurality ofbearing members 54 may travel. The bearing members 54 can be consideredpart of a clutch assembly including clutch plate 56 (see FIGS. 12-14)moveable laterally or transversely relative to the longitudinal axis ofthe housing 24. In addition to the clutch plate 56 housing the bearingmembers 54, the clutch assembly further includes a clutch cover plate 58also including bearing members 54′ which engage the outer or exteriorsurface of the clutch plate 56 as clearly shown in FIG. 4. The clutchcover plate 58, shown in detail in FIGS. 15 and 16 includes a centrallydisposed opening or aperture 60 disposed in a generally aligned relationwith a central aperture 60′ formed in the clutch plate 56. The alignedapertures 60 and 60′ are disposed and configured to receive passagethere through of a stabilizing rod 62. The stabilizing rod 62 comprisesat least one of the primary supporting connections between theorientation portion 26 and the platform 16 by virtue of its attachmentwith the connecting shaft 30 or 30′ as briefly described above.

With primary reference to FIGS. 4 and 17-19, the stabilizing rod 62 hasconnected thereto or formed thereon at least a portion of a couplingstructure generally indicated as 64. The coupling structure 64 comprisesa moveable coupling preferably including a ball member 66 and a socketportion 68. The socket portion 68 is formed in the undersurface of thebase cap 46 associated with the shock absorber portion 28, as describedabove. It is of course to be understood that the recess or socket typeconfiguration of the socket 68 substantially corresponds to theexterior, hemispherical surface of the ball member 66. The couplingstructure 64 in cooperation with the clutch assembly, including theclutch plate 56 and the clutch cover plate 58, facilitates movement ofthe stabilizing rod 62 into any one or more of a plurality of differentorientations. More specifically, the stabilizing rod 62 is allowed tofreely move throughout a substantially “universal range” of orientationsrelative to the remainder of the stabilization assembly 22 generally andthe shock absorber portion 28 and the seat assembly 12 specifically.

Such universal range of motion of the stabilizing rod 62 is furtherfacilitated by the sliding, transversely directed travel of the clutchplate 56 relative to the clutch cover plate 58 as well as a remainder ofthe stabilization assembly 22. Further facilitating such universal rangeof movement is the provision of an annularly configured bushing 70disposed within the central aperture 60′ of the clutch plate 56. Thebushing 70 may be formed of Teflon™ or other material which does notprevent significant frictional resistance to the movement of thestabilizing rod 62 as it engages the interior peripheral surface 72 ofthe bushing 70.

Other structural features associated with the orientation portion 26include the provision of a suspension assembly structured to allow thenormal orientation of the stabilizing rod 62 in what may be referred toas a “neutral position” as depicted in solid lines in FIG. 4. Theneutral position of the stabilizing rod 62 is accomplished when there isno unusual movement of the vehicle or other forces being applied to theseat assembly 12, such as during extreme weather conditions of a marinecraft or during unusual maneuvering of the marine craft or other vehicleas described in detail above.

Moreover, the biasing structure is generally indicated as 76 andcomprises a biasing spring or like structure and/or a plurality ofbiasing segments 78. As disclosed in FIG. 19 the biasing structure 76movably interconnects the stabilizing rod 62 to a remainder of theorientation portion 26. The suspension assembly further includes aconnecting link 80 which, as shown in FIG. 18, passes transverselythrough the stabilizing rod 62. To accomplish interconnection betweenthe connecting link 80 and the stabilizing rod 62, an elongated,multi-sided channel 82 is formed in a portion of the stabilizing rod 62.The connecting link 80 is correspondingly configured to pass through thechannel 82 and extend outwardly from both sides thereof. Further theopposite ends or extremities 80′ of the connecting link 80 are disposedand structured, when in a proper orientation, to engage correspondingportions of the one or more biasing spring segments 78.

Oppositely disposed spaced apart end portions of the one or more biasingsprings 78 are secured to mounting posts 84 formed on and extendingoutwardly from the undersurface of the clutch cover plate 58 as clearlyshown in both FIGS. 4, 15-16 and 19. Accordingly, the biasing structure76 assumes a substantially multi-sided configuration disposed insurrounding relation to the stabilizing rod 62. Further, the biasingstructure 76 is disposed and structured in cooperation with theconnecting link 80, transversely secured to the stabilizing rod 62, tomaintain the stabilizing rod 62 normally in the neutral position of FIG.4.

However upon movement of the vehicle, to which the platform 16 isattached, in a manner which would provide displacing forces beingexerted on the occupant and the seat assembly 12, the stabilizing rod 62will move, relative to the seat assembly, into any of the one or more ofthe plurality of orientations throughout the aforementioned universalrange of orientations as indicated schematically in phantom lines inFIG. 4. Therefore, while the stabilizing rod 62 and attached connectingshaft 30 or 30′ are structured and secured to move with the vehiclerelative to the remainder of the stabilization assembly 22 and occupantsupport structure 12, the occupant and occupant support structure 12will be maintained in the aforementioned and preferred “predeterminedorientation” or “upright position”, regardless of the orientation of thevehicle. Naturally, the universal range of movement of the stabilizingrod 62 is limited within certain parameters. In at least one preferredembodiment, the stabilizing rod 62 may move outwardly into any of theaforementioned universal range of orientations through and up to anangular position of approximately 30 degrees from the neutral positionof stabilizing rod 62 as schematically represented by the directionalarrow 62′.

Yet additional features associated with the orientation portion 26include the provision of a moveable or flexible material cover such asbellows 86. The bellows 86 is secured about an outer surface of thestabilizing rod 62 by an appropriate connector or clamp 88 and about anexterior portion of the clutch cover plate 58 as at 88′. The provisionof the flexible material cover or bellows 86 allows for at least partialfilling of a lubricating fluid within the interior of the bellows 86 soas to further facilitate movement of the stabilizing rod throughout theafore mentioned universal range of orientation as set forth above.

As described above, the stabilization assembly 22 is interconnected toany one of a plurality of different platforms 16, 16′ and/or 16″disclosed in FIGS. 23-26. Accordingly, one of the connecting shafts 30or 30′ includes one end as at 33 and or 33′ attachable directly to acorresponding end 63 of the stabilizing rod 62. The opposite end as at35 and 35′, is designed to be received within a receiving channel 39and/or 39′ of one of the platforms 16′ and/or 16″. By virtue of theelongated multi-sided ends 35 or 35′ being disposed in the interior ofthe receiving channels 39 of a respective platform 16′ and 16″, a firm,secure attachment is thereby accomplished. However a spring biasconnecting assembly 90 cooperates with one or more recessed portions 92to facilitate quick and easy removal of the respective connecting shafts30 and 30′ from the platform 16′ or 16″. Such quick removal may berequired in case of extreme emergency situations such as when the seatassembly 12, as well as the stabilization assembly 22, need be taken offthe marine craft or removed from the other vehicle with which the safetyseat assembly 10 of the present invention is utilized. As demonstratedin FIGS. 23-25, the platform 16′ is disposed to be secured to a mountingplate as at 96 such that portion of the vehicle, such as a fiberglassdeck or like segment thereof, is sandwiched there between. Appropriateapertures are provided as at 98 and 98′ to receive through bolts orother appropriate connectors.

As will be noted from a review of FIG. 21, connecting shaft 30 assumes aright angled configuration which facilitates mounting of thestabilization assembly 22 to the vehicle or appropriate platform 16 inan off-center or radially outward extending orientation. To thecontrary, FIG. 20 shows an elongated linearly configured connectingshaft 30′ wherein the stabilization assembly 22 and a platform 16 and/or16′, 16″ are mounted in substantially coaxial relation to one another.The connecting shafts 30 and 30′ may be initially disposed and/or storedwithin the frame or other appropriate portion of the seat assembly 12 asindicated in FIG. 2 and be removably attached in such a stored positionby virtue of a pin-like connector 99 generally indicated in FIG. 2.

With primary reference to FIGS. 27 through 31, yet another preferredembodiment of the safety seat assembly of the present inventioncomprises a structural modification of the stabilization assembly whichis generally indicated as 100. It is emphasized that this additionalpreferred embodiment of stabilization 100 facilitates a removal of theseat assembly 12 from the platform 16, as well as movement of the seatassembly and an occupant removably restrained therein, throughout asubstantially limited universal range of movement relative to thevehicle to which the seat assembly 12 is connected. More specifically,and as set forth above, the substantially limited, universal range ofmovement is intended to comprise an outwardly, angularly disposed limitof generally about 30 degrees from a normal upright or predeterminedneutral position, as described in detail above.

Accordingly, the stabilization assembly 100 comprises a seat mountassembly 102 to which the seat assembly 12 is connected. Physicalconnection or attachment of the seat assembly 12 and the stabilizationassembly may be accomplished in a manner which is substantiallyequivalent or at least similar to the means of connection of the seatassembly 12 to the stabilization assembly 22 as described above. Inaddition, a remaining portion of the stabilization assembly 100comprises an orientation portion 104 which is fixedly secured to theplatform 16 and movable therewith. The stabilization assembly 100 alsoincorporates a coupling structure generally indicated as 106 and morespecifically comprising a ball 66′ and a socket 68′ collectively and atleast partially defining a movable coupling.

The ball 68′ is fixedly secured to a stabilizing member 62′ which is astructural modification of the stabilizing rod 62 in the above describedembodiment of FIG. 4. Moreover, the ball 66′ is fixedly secured to oneend of the stabilizing member 62′ and is disposed at least partiallywithin and movable relative to the correspondingly and cooperativelyconfigured socket 68′. The socket 68′ is connected to or formed on orwithin a mounting platform 108 of the seat mount assembly 102 which isinterconnected to the seat assembly 12, as described above. In addition,a retaining ring or like member 110 serves to maintain the ball 66′within the socket 68′ in a movable, operative position as represented inFIG. 27. The seat mount assembly 102 further comprises an outer casing112 which is disposed and structured to at least partially retain and/orhouse the various components of the seat mount assembly 102.

Another feature of the seat mount assembly 102 as at least partiallydefined by a specific structural configuration of the casing 112 is theability of the entire seat mount assembly 102 to move relative to aremaining portion of the stabilization 100. As set forth above, theremaining portion of the stabilization assembly 100 includes, but is notnecessarily limited to, the orientation portion 104. As also indicatedabove, movement of the seat mount assembly 102 relative to the platform16 and a remaining portion of the stabilization assembly occursthroughout a substantially limited, universal range of movement. Assuch, the seat assembly 12, being interconnected to the seat mountassembly 102 also moves throughout a substantially limited, universalrange of movement relative to the remaining portion of the stabilizationassembly 100, including the orientation portion 104 and platform 16, aswell as the vehicle to which the platform 16′ is attached. Suchsubstantially limited, universal range of movement is facilitated notonly by the coupling structure 106, including the ball and socket 66′and 68′ respectively, but also by the cooperative structuring andconfiguration of a junction portion 114 between the seat mount assembly102 and the remaining portion of the stabilization assembly, as will bedescribed in greater detailed hereinafter.

The orientation portion 104 comprises a base 116 secured to the platform16′ so as to maintain an at least partially fixed relation therebetween.With primary reference to FIGS. 28 through 31, the base 116 includes anelongated support spindle 118 fixedly connected thereto and extendingoutwardly therefrom as represented in FIG. 30. In addition, an outerhousing or shell 120 includes an elongated finger or like member 121having a substantially hollow interior as at 121′ along the entire or atleast a majority of the length thereof as clearly represented in FIG.29. One end of the shell finger 121 includes an enclosing base 122having a cooperatively shape interior 122′ which serves to at leastpartially enclose a portion of the base 116 as represented in FIG. 27.In addition, the elongated member 121 includes an opening or aperture123.

With further reference to FIGS. 27 and 31, the stabilizing member 62′ issecured to the ball 66′ defining the movable ball and socket couplingstructure 106 as set forth above. Further, the stabilizing member 62′includes a hollow interior 62″ extending along at least the majority itslength. As indicated above, cooperative dimensioning, configuring andoverall structuring of the various operative components of thestabilization assembly 100 and in particular orientation portion 104facilitate quick and easy removable of the seat assembly 12′ from asupported position on the platform 16.

More specifically, when assembled in the operative orientation of FIG.27, the base 116 is secured to the platform 16. The finger member 121 ofthe shell 120 includes open or at least partially hollow interiorportions 121′ and 122′ cooperatively dimensioned and configured to fitin surrounding relation to the spindle 118 and the base 116. Inaddition, the interior 121′ of the elongated member 121, as well as thedimensioning of the aperture 123 facilitates placement of thestabilizing member 62′ within the interior 121′ while the supportspindle 118 fits within the interior 62″ of the stabilizing member 62′.As such, the ball 66′ of the coupling structure 106 is operativelypositioned and maintained within the socket 68′ so as to at leastpartially define the aforementioned movable coupling structure 106. Itshould be apparent therefore that the coupling structure 106 facilitatesthe aforementioned substantially limited, universal range of movement ofthe seat mount assembly 102 relative to a remaining portion of thestabilization assembly 100 which is at least partially defined by theorientation portion 104. As such, when an extreme movement of thevehicle occurs, as set forth above, relative movement throughout theaforementioned substantially limited universal range of movement, canoccur between the seat mount assembly 102, as well as the seat assemblyto which it is attached, and the platform 16, and the orientationportion 104.

Additional features of the stabilization assembly 100 include a shockabsorbing mechanism generally indicated as 130. The shock absorbingmechanism 130 includes at least one biasing member such as, but notlimited to, a biasing spring 132 disposed in surrounding relation to ashock absorbing mount retainer 134. The retainer 134 includes an upperoutwardly extending substantially annular and peripherally locatedflange 135 having an undercut portion 136 disposed, configured andstructured to engage and at least partially retain one end of thebiasing spring 132. The opposite end thereof is maintain on or about thebase 122 of the shell portion 120 which surrounds and at least partiallyhouses the stabilization member 62′ therein. Disposition of the biasingspring 132 serves to substantially bias the retainer 134 intocooperative relation with the under portion of the casing 112 of theseat mount assembly 102. As such, the aforementioned junction 114 isformed therebetween.

The junction portion 114 is at least partially defined bycorrespondingly disposed portions including cooperatively configured anddimensioned surfaces 140 and 141 of the upper end or flange portion 135of the retainer 134 and the bottom or floor portion 112′ of the housingor casing 112. Further, correspondingly disposed and cooperativelystructured surfaces 140 and 141 may have cooperatively curved surfaceconfigurations which facilitate the aforementioned substantiallylimited, universal range of movement of the seat mount assembly 102relative to a remaining portion of the stabilization assembly 100. Inthis instance it should be apparent that the substantially limited,universal range of movement is facilitated by the cooperativestructuring and configuring of the corresponding surfaces 140 and 141which prevent obstructive interference between the seat mount assembly102 and the shock absorbing mechanism 130 which may also be considered aremaining portion of the stabilization assembly 100.

In addition to the above, the shock absorbing mechanism 130,specifically including the biasing spring 132 allows reciprocal movementand therefore provides a shock absorbing capability to the seat mountassembly 102. As is apparent in the representation of FIG. 27,disposition of the biasing spring 132 is such as to bias the retainer134 into engagement with and/or towards the casing 112, at the junctionportion 114. Accordingly, the stabilization member 62′, being retainedon or connected to the seat mount assembly 102 by the ring 110 retainingthe ball 66′, will reciprocate with the seat mount assembly 102, withinthe interior 121′ of the housing 120 and against the biasing force ofthe biasing spring 132 as the stabilization member 62′ passes throughthe interior 121′ and opening 123. Reciprocating motion of both thestabilization member 62′ and the seat mount assembly 102 isschematically indicated by directional arrow 150, which is also intendedto represent a shock absorbing action performed thereon.

Further cooperation of the various operative components of thestabilization assembly 100 is evident by the fact that the interior 62″of the stabilization member 62′ is sufficiently dimensioned andconfigured to receive the support spindle 118 therein. The relativedisposition and removable mounting of the stabilization member 62′ insurrounding relation to the support spindle 118 thereby facilitates thequick and easy ability to remove the seat assembly 12 and the seat mountassembly 102 from the platform 16, as well as the orientation portion104 and the shock absorbing mechanism 130, by merely lifting or pullingthe seat assembly outwardly and away from the platform 16. Suchoutwardly directed pulling force will facilitate removal of thestabilizing member 62′ from the interior 121′ of the casing 120 and offthe interiorly disposed support spindle 118. Such a pulling force isschematically indicated by the directional arrow 152.

It is emphasized that even with the ease and quickness with which theseat assembly 12 and seat mount assembly 102 may be separated from thestabilization assembly 100 and removed from the platform 16, the seatassembly 12 and the seat mount assembly 102 will be mounted on and/orinterconnected to the platform 16 in a stable and operative manner.Accordingly, inadvertent removal of the seat assembly 12, as well as anyoccupant therein, from a remaining portion of the stabilization 100 iseffectively eliminated.

Since many modifications, variations and changes in detail can be madeto the described preferred embodiment of the invention, it is intendedthat all matters in the foregoing description and shown in theaccompanying drawings be interpreted as illustrative and not in alimiting sense. Thus, the scope of the invention should be determined bythe appended claims and their legal equivalents.

Now that the invention has been described,

1. An assembly for safely supporting an occupant on a vehicle, saidassembly comprising: a) a seat assembly removably secured to theoccupant and structured to position the occupant in a predeterminedorientation relative to the vehicle, b) a platform mounted on thevehicle and interconnected in supporting relation to said seat assembly,c) a stabilization assembly removably interconnecting said seat assemblyto said platform, d) said stabilization assembly comprising a seat mountassembly connected to and movable with said seat assembly, e) a couplingstructure movably interconnecting said seat mount assembly to aremaining portion of said stabilization assembly, and f) said couplingstructure disposed and configured to facilitate movement of said seatmount assembly throughout a substantially limited universal range ofmovement relative to said remaining portion of said stabilizationassembly.
 2. An assembly as recited in claim 1 wherein said seat mountassembly is removably interconnected to said platform.
 3. An assembly asrecited in claim 2 wherein said remaining portion of said stabilizationassembly comprises an orientation portion movable relative to said seatmount assembly in response to movement of the vehicle during travel ofthe vehicle.
 4. An assembly as recited in claim 3 wherein said couplingstructure comprises a ball and socket.
 5. An assembly as recited inclaim 4 wherein said ball and socket of said coupling structure arerespectively connected to said orientation portion and said seat mountassembly.
 6. An assembly as recited in claim 5 wherein correspondinglypositioned portions of said seat mount assembly and said orientationportion are cooperatively configured and structured to facilitatemovement of said seat mount assembly throughout said substantiallylimited universal range of movement relative to said orientationportion.
 7. An assembly as recited in claim 3 wherein correspondinglypositioned portions of said seat mount assembly and said orientationportion are cooperatively configured and structured to facilitatemovement of said seat mount assembly throughout said substantiallylimited universal range of movement relative to said orientationportion.
 8. An assembly as recited in claim 3 wherein said orientationportion comprises a stabilization member removably secured to saidplatform and movable with said platform relative to said seat mountassembly.
 9. An assembly as recited in claim 8 wherein said orientationportion comprises a support spindle fixedly connected to said platformand movable therewith relative to said seat mount assembly.
 10. Anassembly as recited in claim 9 wherein said stabilization member isremovably connected to said support spindle.
 11. An assembly as recitedin claim 10 wherein said coupling structure comprises a ball and asocket.
 12. An assembly as recited in claim 11 wherein said ball isfixedly secured to said stabilization member and said socket isconnected to said seat mount assembly.
 13. An assembly as recited inclaim 9 wherein said stabilization assembly further comprises a shockabsorbing mechanism connected to said orientation portion and disposedin biasing relation to said seat mount assembly.
 14. An assembly asrecited in claim 13 wherein said shock absorbing mechanism comprises abiasing spring disposed in at least partially surrounding relation tosaid orientation portion.
 15. An assembly as recited in claim 14 whereinsaid shock absorbing mechanism comprises a retainer connected to saidbiasing spring.
 16. An assembly as recited in claim 15 wherein saidretainer and said biasing spring are disposed in surrounding relation tosaid stabilizing member and said support spindle.
 17. An assembly asrecited in claim 16 wherein said stabilizing member comprises anelongated, at least partially hollow shaft dimensioned and configured toremovably receive said support spindle therein.
 18. An assembly asrecited in claim 3 wherein said stabilization assembly further comprisesa shock absorbing mechanism connected to said orientation portion anddisposed in biasing relation to said seat mount assembly.
 19. Anassembly as recited in claim 18 wherein said shock absorbing mechanismcomprises a biasing spring disposed in at least partially surroundingrelation to said orientation.
 20. An assembly as recited in claim 19wherein said shock absorbing mechanism comprises a retainer connected tosaid biasing spring, said biasing spring disposed to bias said retainerinto biasing relation with said seat mount assembly.
 21. An assembly asrecited in claim 20 wherein correspondingly positioned portions of saidseat mount assembly and said retainer are cooperatively configured andstructured to define a junction portion there between, said junctionportion structured to facilitate movement of said seat mount assemblythroughout said substantially limited universal range of movementrelative to said orientation portion.
 22. An assembly as recited inclaim 18 wherein said coupling structure is configured to facilitatemovement of said seat mount assembly throughout said substantiallylimited universal range of movement relative to said shock absorbermechanism.
 23. An assembly as recited in claim 22 wherein saidsubstantially limited universal range of movement comprises anoutwardly, angularly disposed limit of generally about 30 degrees from apredetermined neutral position.
 24. An assembly as recited in claim 1wherein said substantially limited universal range of movement comprisesan outwardly, angularly disposed limit of generally about 30 degreesfrom a predetermined neutral position.